Engine



Oct. 19, 1943. A H NEULAND 2,332,106

ENGINE Filed May 14 1941 2 Sheets-Sheet l INVENTOR.

afm/27M i ENGINE Filed May 14, 1941 2 Sheets-Sheet 2 R. w m, V m

Patented Oct. 19, 19,43

UNITED STATE ENGINE Alfons H. Neuland, Cleveland, Ohio Application May 14, 194.1, serial No. 393,308

13 claims. (o1. 12a-5s) This invention relates to engines and especially to engines having laterally arranged cylinders, sometimes referred to as barrel engines, and re- A lates particularly to internal combustion engines of this type.

\ In my co-pending application Serial No. 387,227, led on April '7, 1941,- I have described a barrel engine which includesamong other objects the provision of an engine capable of operating with high cylinder pressures, 'an improved mechanism for transmitting pressure developed in the cylinders to a shaft and means for securing greater -uniformity of temperature within the engine.

.y One object of the present invention' is to further increase the efliciency and power of en-v gines. Another object is to provide an improved power transmitting vmechanism for transforming the pressure developed in the cylinders into torque at the shaft. Other objects are to providean engine capable .of operating with a high cylinder pressure and at a relatively high but uniform temperature and to provide coordinated cooling of pistons and cylinders and a piston adapted to operate with a high pressure and with a small working clearance. Another object is to provide an engine that effectively utilizes the kinetic energy of the exhaust gas .and that is inherently self-cooling and self-charging without the use of external auxiliary devices. Stillanother object is vto provide an engine of simple and compact construction capable of developing high power and suited for rapid production and assembly at low cost. f

My invention residesv in novel features of construction and in the arrangementy and combination of certain of its component parts. The foregoing and other objects and advantages will appear in the following description and from the drawings showing one embodiment, and my invention will hereafter be more fully dened in the appended claims.

Fig. 1 is a vertical section of an engine emi bodying my invention having lower end portions cut away to show the circulating pumps.

Fig. 2 is derfblock with the `end bracket and crankshaft assembly removed, and is partly in transverse section taken through the center of the cylinder block.

Fig. 3 is an enlarged sectional view of the v piston, showing its construction and vrelation with associated parts, and includes a modification of the engine body. l

Fig. 4 is a'view of the inducto;l for linking cooling air with the working fluid, showing-'its undulating form.

Fig. 5 is an elevation of the oscillator, the upper portion showing the `inner side and the lower .45 partly an end elevation of the cylinportion the outer side.

Fig. 6 is a diagrammatic developed view of the outer periphery, showing Vthe skew in the cooling elements. Y

The embodiment of my engine shown in the figures comprises a stationary cylinder block which. `with brackets II, II' secured to its ends by bolts I 2.- I2', forms the' engine body. The cylinder block is preferably cast in one piece and includes a pair of annular portions I3, I3', and a plurality of cylinder barrels or cylinders I4, I4' extending laterally between the annular portions which serve to tie the portions together. The annular portions I3, I3', with brackets II, II', secured to one of ktheir sides, form a pair of chambers d 5, |51', which will hereafter be referred to as crank chambers, and the' cylinders extending from the crank chambers on the other side of the annular portions are arranged to incline with respect to the axis of the engine body and to diverge outwardly to form elbows. The cylinder block also includes inlet working fluid conduits I6 and exhaust or outlet working fluid conduits I6' for conducting the working uid through the engine. The conduits I6, I6 are formed integral with the annular portions I3, i3' by inner and outer walls I'I, I8 and I1', I8' respectively, extend laterally, and form oblong passages or openings I9, I8', having their 4short axes arranged to extend radially and their long axes disposed along the outer periphery and in close proximity to the crank chamber, but preferably separated therefrom by the jacket spaces 20, 20' to provide cooling, particularly for the'exhaust conduits.

I provide partition `means 2l, 2|', associated with the outer walls IIl, I8', preferably formed separatelyirom the engine body but in liquidtight relation therewith. It may be arranged to extend between outer walls I8, I8' as'shown in Fig. 1, or between the outer walls and the central -portion ofthe block as in Fig. 3, when the 4 elbows are tied together by a web 22. The partition means, on the innerside, formsa jacket and v'contains a liquidv coolantfor the cylinders and on its outer side is provided with a'plurality of closely spaced'cooling elements 23, 23 which may consist of metal strips forming laterally extending ns provided along their outer periphery with closure means- 24,-formingv a; l plurality of cooling air conduits 24' for the flow of a lateral stream of cooling air past the cooling elements. With my construction and arrangement I secure close spacing of the cylinders at the crank chamber end and a compact crank chamber, a greater spacing at the elbows and cooling passages 25 between cylinders along their outer portions and, in the apex of the cylinders, combustion chambers 26 of-inherently favorable shape having a relatively large section near the injector or spark plug opening 21, and a decreasing section away from the opening, adapted to aid smooth combustion. This arrangement facilitates the manufacture of the cylinder block since, without the outer jacket, molding is easily controlled, permitting the use of relatively thin walls and making it possible to cast the block from ferrous metal without excessive weight, or when extra light Weight is desired to cast the block from non-ferrous metal, in which case the cylinders may be fitted with liners in any well known manner, not shown. It also facilitates the manufacture of the cooling means. For instance the separately formed partition means 2 I 2| may be formed from a thin walled metal tube and the cooling elements may be formed 'simply by a large number of thin metal strips cf high heat conductivity, such as copper, closely spaced along the outer periphery of the partition and held in place by suitable means for hard soldering in a furnace, to provide a substantial heat conducting joint between each metal strip and the tube. The assembly forms a unit of great heat dissipating capacity whichmay be shrunk over the outer walls I 8, I8', or in any other suitable manner joined in liquidtight relation with the engine body.

From the gures it will be seen that the oblong passages I9, I9 are arranged radially between the crank chambers and the cooling air conduits and that each inlet conduit I9 is arranged to converge ilatwise with one end of a cooling air conduit to form therewith a line of convergence 28, and a joint inlet passage 29, preferably formed by an extension-of the closure means 24 and by the sheet metal tube 30. Each of the outlet conduits I9' is arranged to converge fiatwse with the other end of a cooling air conduit to form therewith another line of convergence 28', and a joint outlet passage 29', also formed by an extension of the closure 24 and by a tube 3U'. This construction and arrangement provides a smooth and substantially unobstructed path for the passage of the cooling air through the cooling air conduit and for the passage of the Working fluid through the cylinder when the reciprocating inlet and exhaust pistons 3l, 3l' respectively, are in their outer positions, as shown in the lower part of Fig. 1, the piston 3|' being arranged to uncover the exhaust duct I6' before the piston 3| uncovers the inlet duct I6.

I provide means for coupling the cooling air with the working uid whereby the kinetic energy of the exhaust gas is eifectivelyutilized to draw cooling air through the cooling air conduit at high velocity, and whereby the kinetic energy of the high velocity cooling air stream is made to deliver air under pressure to the induction inlet. This means comprises an inlet inductor 32 fixedly arranged within the joint inlet passage 29, and an outlet inductor 32' flxedly arranged within the joint outlet passage 29'. In the illustrated embodiment the lmet `and outlet inductor are exactly alike and their shape and combination with the cooling air and working uid conduits is particularly shown in Fig. 4. Each inductor consists of a series of preferably closely spaced separators or plates 33', arranged CIOSS- Wise with respect to the line of convergence 28', which extend radially between the walls of the joint passage 29 and have a portion of their edges joined together to form a wavy or undulating partition. The separators are shaped to form a series of atwise adjacent, wedge shaped ducts arranged with their apexes facing in the direction of the line of convergence and with their open bases facing in the opposite direction, and so that alternate ducts 34' connect with cooling air conduit 24 and intermediate ducts 35' connect with working iluid passage I9.

With this construction and arrangement and the arrangement whereby the inlet duct I6 is not uncovered by pistoni 3| until after the exhaust duct I6' has been uncovered by piston 3I', and assuming that fuel is injected through opening 21, the burnt working fluid or exhaust gas, exhausting through the passage I9', as piston 3I' uncovers duct I6', enters the inductor 32 and is split up into a. series of flatwise parallel and closely spaced streams. Emerging from alternate ducts 35. the exhaust gas streams spread until adjacent streamssubstantially meet and bridge the intervening spaces, and tend to establish a vacuum in the intermediateair ducts 3l. The inductor 32' also directs the cooling air from conduit 24 into the ducts 34', forms it into a series of thin streams, and conducts it into the series of intervening spaces formed by the exhaust gas streams. The action of the exhaust gas streams on both sides of the air streams, and their iiatwise association with one another establishes a. long line of contact between exhaust gas and cooling air, and operates to effectively couple the streams together and to transfer a substantial portion of kinetic energy from the exhaust gas to the cooling air, and to draw the cooling air through conduit 2l' at high velocity. The inductor 32 in the joint inlet passage operates similar to inductor 32', except that its action is reversed. Cooling air owing through conduit 24" is drawn in through the joint inlet passage 29, and ilows into the open bases of the ducts of vinductor 32 at high velocity. The inlet inductor splits the incoming air into a series ofl thin, flatwise adjacent streams, and directs alternate streams into conduit 24' for cooling the engine, and directs intermediate streams into intake passage I 9 to serve as working fluid, to be mixed with fuel and compressed in the cylinder, and so to form an explosive mixture. The high velocity with which the incoming air is drawn into the joint passage by the kinetic energy of the exhaust gas and is mad to impinge on the inlet inductor, causes it to develop a velocity pressure head in inletv conduit I6. The long line of contact between cooling air and working uid streams at the point of their formation into separate streams, and the close flatwise association be- 1 tween streams operate to greatly minimize the 'formation of eddy currents, which would tend to oppose the development of pressure in the inlet duct I6. In this manner the energy of the burnt working uids is utilized to impell or induce a ow of the cooling air through the cooling air con duit at high velocity, and thereby to effectively cool the engine, and the cooling air flowing into the joint inlet passage 29 at high velocity is made to impell and compress the inflowing working `fluid, and thereby to charge or supercharge the engine cylinder. In instances where only modi assaioe Y ,y

I erate' cooling or charging is required, one or both f. Y

. than above set forth.- For instance, the

ofthe inductors 32, 32', may be omitted. In suchy instances the formation of the'.l working fluid into -radially'thin but ,peripherally wide streams and their viiatwise association with' the cooling air flowing into or out of the joint passages 28, 29', induces a Vflow f fluid through the engine as heretofore described. HoweverA the degree of cooling or charging is thereby substantially reduced. V

While in Figures 1 to 4,.in order to avoid undue complication of the drawings, I have shown the cooling elements 23, 23', arranged parallel to the axis of the engine,.I prefer to arrange them askew as diagrammatically indicatedkin Fig. 6, showing a developed fragment of the. outer periphery of the cylinder block, and but a few of the cooling elements. In this figure the inlet and exhaust passages I9, I9', respectively, are shown by the dotted lines, and assuming that the engine shaft rotates in the direction shown by arrow 36,

the cooling elements 23 are skewed to trail at their inlet ends, and preferably, so that the ends of the cooling air conduits converge with working iluid passages belonging to angularly'displaced or adjacent cylinders. With this arrangement the higher suction developed during the iirst stage of the exhaust in one cylinder, is made to develop a relatively higher degree of compression in an angularly distant cylinder during the latter part of the induction stage. The ilns 23, just intermediate the working fluid conduits, may be extended and shaped as shown in Fig. 6, so as to abut the inductor, and thereby to aid the formation of a high degree of vacuum, anda correspondingly high induction pressure. While the induction .pressure is moderate while the engine operates at low speed, it increases as the engine speeds up, because ofthe greater number ofdimpeiling or flow inducing impulses and the increased velocity of the cooling air which accompanies it, and when the engine attains a high speed the impelling impulses follow one another in rapid succession, and establish a substantially uniform vacuum in the cooling air conduits, and a substantially constant ow therethrough.

The engine may be operated in other-ways working iluid may be supplied to the cylinders byLa carburetor with th'e aid of a compressor. In such an instance the inlet inductor 32 is omitted, and the front bracket is modified as shown in Fig. 3, to form an annular induction chamber 31, communicating through openings 38 with the inlet passages I3. The chamber is provided with an opening 38, to which'a carburetor or compressor may be connected in an obvious manner, not shown? VIt is seen that my construction and arrangement, eliminates cumbersome external 'manifolding usually employed, to connect a series of cylinders with a carburetor or coinpressor. The induction chamber is formed at least partly but preferably wholly within the bracket, and the connection of the chamber with all the cylinders is accomplished, by merely bolting 'the bracket to the cylinder block. If desired, the exhaust gas may be conducted from the engine apart from the cooling air, in which case i is omitted, and a bracket the outlet inductor32' described is tted to the formed as just above diictingftiie working nuidfthi-ougn 'the engine,

either jointly with or apart from "the cooling air,

leaves the pathof the" cooling airv stream unobstruqted.

- The aggregate stroke bore ratio inv the illustrated engine is 3.5 to 1, which is well suited for operation of the engine with a high compression pressure, and 'with compression ignition, weil Y suited for the development` of a high combustion pressure. I provide improved means for transforming the high pressure developed inthe `cylinders intotorsional power. This means in- 'cludes a pair of shafts 40, 40', one for each crank chamber, each shaft being provided with a crank element 4I, 4| arranged to substantiallyfincline with respect to vthe rotational axis of the shaft.

. lThe crank element may be of substantial diameter, and take the form of an eccentric, but is preferably of relatively small diameter to form a crank pin as shown in the drawings.

It should be noted that the parts within the crank chamber I5 at the left end, are identical tion of numerals in the drawings, the prime mark has been applied to some of vthe numerals, to

indicate that such numeral will be found identhe opening 38, to which be fitted. From the drawthe arrangement for conto expell it through an exhaust pipe may ings it is seen that tifying a part at the right. end which is identical with a corresponding part a1; the left end. The crank element ispreferably formed integral with the shaft and so that one end converges with a main portion of the shaft, and so that its bearing axis converges with the rotational axis of the shaft, to form a'point of convergence or intersection 42, whichwill hereafter also be referred to as the apex. The diverging end .of

the crank element is connected with another main portion of the shaft, by means of a crankarm as shown. Each shaft is provided with a counter- Weight 43 arranged opposite the crank arm, and is operatively supported on both sides of the crank element by an anti-friction thrust bearing 44 within the bracket Il, and by an anti-friction bearing 45, having an inner race 46, secured to the shaft by the locknut 41, and having an outer race element 48, secured to the cylinder block by bolts 48.

Arranged within the crank chambers and operatively associated with the crank elements, I provide a pairof non-rotating but oscillatable annular elements 58, 50', which will also be referred to as oscillators. The oscillators are preferably made from steel, and each is shaped to form a pair of raceways provided with rolling bodies 5I, 52, operatively associated with innerv by teeth cut directly in the face of race element 48, and the gear 511s arranged concentric with the axis of race elements 53, 54, and is formed by teeth cut directly in the face of the oscillator. Both gears have teeth of the same pitch and are formed to have identical pitch cones. The gears are arranged to mesh along one side of their pitch cones, with a slight working clearance between teeth, andA so that the centers of their pitch cones converge to form a vertex, and

are further arranged so that the vertex converges with the apex point 42; In this manner the lateral thrust exerted by the pistons on outerLy portions of the oscillator, is effectively transformed into rotation of the shaft. As the shaf rotates, the oscillator gear 51 rolls or weaves with respect to gear 58. The gears, atall times, maintain line contact at one point of their pitch cones. and form a progressing but nevertheless powerful fulcrum between oscillator` and engine body. The moderate diameter of the gears and their moderate angle o f relative inclination, results in smooth and quiet operation even at high speed. While the gears in the drawings, for the sake of simplicity have been shown with straight teeth, it will be understood that some other practical tooth form may be employed, such as the spiral bevel gear type, when especially quiet and smooth operation is desired.

I provide means for efllciently transmitting the power developed by the high pressure in the cylinders to the oscillators. This means, shown in detail in Fig. 3, consists of a piston for each cylinder, comprisinga sleeve Il, having an inward'- ly extending rim or flange 59, provided on the' side facing the combustion chamber, with a concavely spherical bearing surface, which will be referred to as a concave, and on the other side provided with a 'convexly spherical bearing surface, formed concentric with said concave, which will hereafter also be referred to as a convex. One end of the piston rod 60 extends through the `flange 59, and is provided with a. collar 6|,

which may be formed 'integrin with rod so, but

is preferably made separate therefrom, and provided with a substantial spherical surface arranged to bear against the convex in flange 59. The protruding end of piston rod has an expanded end portion 62, also preferably formed separately and secured to the end of the rod by suitable means such as the locknut 83, which forms a piston rod head. The head 62, on one side, is exposed to the interior of the cylinder, and on the other side is provided with a spherical surface in operative bearing contact with the piston sleeve flange concave, and is shaped to form a cooling chamber 64, having a substantial cooling surface in close heat conducting proximity to the exposed side of the head. 'I'hus the bulk of the high pressure developed in the cylinder, is made to thrust directly against the expanded end of the piston rod, and since only a narrow edge of piston sleeve 3l is exposed to the interior of the cylinder, the thrust on the piston sleeve 3| and on the collar 6i, is relatively small. Although the diameter of the piston rod head is nearly that of the cylinder bore, its movement or weaving with respect to the sleeve flange 59 is inconsiderable, for reasons which will hereafter be more fully described. Expansible sealing Lrings 65 between sleeve Il and head 62, and an expansible sealing ring 66 between sleeve 3l and the cylinder bore is provided. The width of ring 66 is preferably made to exceed the width of the port, formed by the terminal of conduit I6, insuring the free passage of the ring over ports having substantial angularly extending openings. The ring 66 on its inner side, is provided with a plurality of grooves 61, which are preferably tapered and may be formed separate from one another, or may be out in the ring like an internal single or multiple thread, the grooves in the piston sleeve Il being shaped to match, so as to form a tongue and groove like multiple seal. During operation,

assaioo gas pressure against the side of the ring forces the tongues in the ring 6I against the grooves in sleeve l l and thereby prevents compressed gas from working under the ring, and excessively pressing the ring against the cylinder wall. The concentric shape oi' the piston sleeve 3|, permits it to be machined all over, and to be formed with very thin walls. The construction lends itself to the production of light weight pistons made from a strong metal, having the same heat expansion characteristics as the cylinders, such as iron or steel, and permits fitting the pistons in the cylinders with a small working clearance, without the risk`of seizure. 'I'he construction of the piston and sealing ring is not claimed herein but forms the subject matter and is claimed in my copending patent application for Engine, Serial No. 403,190 nled July 19, 1941.

The oscillators 5l, III', are formed as shown .in the figures, and particularly in Fig. 3 and Fig. 5. 'I'he outer portion of 'each oscillator beyond the gear 51, is formed with bosses or arms 68, preferably arranged to extend into the cylinder as the shaft rotates, and provided with spherical bearing sockets formed partly by the bearing plugs 69, screwed into threaded openings of the oscillator, as shown in the lower half of Fig. 5. The free end of the piston rod extends into the socket of the oscillator through the opening 10, and is shaped to form a spherical Journal 1I fitted within the socket.

The sockets in the oscillators are positioned so that their centers, when in the intermediate position indicated by the point 12 in Fig. 3, form axes, with the apex point 42, that incline from the perpendicular with the shaft axis 13, toward crank element 42, and'are perpendicular to the inclined cylinder axis 14, thus causing only moderate articulation of piston rod 60, with respect to piston sleeve 3l.

With this construction and arrangement of cylinder block, oscillator and associated parts, I secure an oscillator of relatively small diameter and light weight, a close spacing of the sockets and concentration of the piston thrust toward the thrust bearing M, substantially in a straight line particularly during the period of their maximum thrust, when in the position particularly shown by the upper half of Fig. 1. The combination forms a compact mechanism of great rigidity and power, it permits the positioning of the counterweight 43 between crank element and thrust bearing, and its inclusion in the crank chamber, and makes possible the use of a bracket shaped to withstand a powerful thrust without undue distortion. The concentration of the thrust `towards thrust bearing u, also operates to reduce deection of the crank element, as well as the load on the pilot bearing 45.

'Ihe shafts 40, 40', are rotationally connected to operate as a unit, in fixed circumferential relationship with one another. This is accomplished by an axially slidable joint 15, formed by 'splines cut in the ends of the shafts. The splines may be formed to mesh with each other,

. but are preferably formed to mesh with splines in an intermediate shaft 16, arranged to join the shafts as shown. v'Ihe shafts are preferably connected, so that one crank element is in the lead.

with the shaft, oscillator and` pistons, facilitating rapid inspection or replacement of these or associated parts.v Itis also seen that my construction of the crankshaft and associated parts, makes the use of an integral oscillator possible, andthe use ef anti-friction bearings not only on the main shaft but also on` the crank element, because of its inclined position and convergence with the shaft, which permits the bearing races and locknut to be slipped into position over the small end, th counterweight beingarranged at the'other end of thecrank element.

It should be noted thatsthe transmission mechanism, that isthe improved means for transforming 'the high pressure developed in the cylinders into torsional power including the means for .transmitti'ng the pressure in the cylinders to the oscillators, as well as the construction and arrangement of the shafts facilitating aissernbly, are not claimed herein but form the subject matter and are claimed in my copending patent application fonEngine, Serial No. 403,190, led July 19, 1941. f

, As heretofore mentioned my engine includes means forcoordinating the temperature of the pistons with that of the cylinders, so as to maintain a uniform working clearance between cylinaround the cylinders and through the piston cool- *ing chambers B4. For this purpose each bracket is provided with a pump 11, driven by a worm gear 18, secured to the engine shaft. `Coolant from the bottom of bracket I ows into reservoir 19 through duct 80, is drawn into the pump through duct 8|, and through duct 82 is forced into the cylinder block jacket 83, subjecting the interior of the jacket to a moderate pressure. The pressure forces the coolant into the interior of the hollow shafts through the ducts 84, and as it reaches the ducts 85 in the crank element, and the duct 86 in the spacer, rotation of the crankshaft increases the pressure on the coolant, and impells it into the annular chamber 81, in oscillator 50, clearly shown in Fig. 3, which serves to distribute it to the cooling chambers `64 in the pistons, by way of the duct 88 in the oscillator, duct-89 in the bearing plug, and ducts 90, 9| and 92, in the piston rod, to be expelled from the cooling chamber through ducts 93, and after.

accumulating at the bottom of the bracket or the reservoir 19, tovreturn to the pump. I further provide an impeller 94, in uniform proximity to as part of the intermediate shaft 18 in Figs. 1 and 2, which impells the liquid vbetween` webs 95, 95', and through the communicating ducts 96 at vall the cylinders driven by the crankshaft, shown the top of theweb, shown in Fig. 2, circulates itaround the cylinders and past the inner surface of the partition means 2|, and returns it to' both sides of the impeller through the openings 91, 91. Thus variation in the temperature Lof the coolant affects cylinders and pistons alike, and causes both to expand or contract simultaneously, and thereby under lchanging conditions of erates to lubricatel and cool the bearings and gearing.` The mild-pressure in the jacket forces coolantithrough the working clearance separating shaft 18, and bearing race 48, toward bearing 4,5 and gear teeth 58. Coolant is. also forced through Workingl clearances lformed by `race elements 58, 54, and the oscillator, and serves to cooland lubricate the rolling bodies 5| and 52, and gear teeth b1.

From the foregoing it will be seen that en- Y gine is inherently self charging, self cooling and self lubricating, and that in many instances it requires no external auxiliary devices. It requires substantially no external plumbing, and

forms a compact and selfcontained unit that can be installed in a small space, and is wellsuited for the efficient production of high power.

It should be noted that various changes may be made in the details of construction and combination of the various parts of my device, and that one or more of the features disclosed herein may be use'd in the illustrated or other embodiments'without departing from the spirit of my invention, and I desire to cover by my claims such changes and other embqdiments which may reasonably be included within the scope of my invention.

I claim as my invention:

1. In an internal combustion engine ofthe class lextending in laterally opposite directions from the inclined 'portions of the cylinders for conducting working fluid into and out of the cylinders;A an annular heat transfer unit comprising partition means in liquid tight association with outer portions of, but formed separately from the engine body, providing on its innerly s ide a jacket for the cylinders, and v'on its outerly side provided with separately formed heat conducting elements, providing a laterally extending cooling conduit serving to conduct engine cooling air past said elements, for the transfer of heat from the partition means to the cooling air, said cooling conduit having aninlet arranged to converge with said working uid inlets, and having an outlet arranged to converge with said working fluid outlets; a liquid Within said jacket adapted to serve as a coolant and as a lubricant; means associated with the engine body, crankshaft, transmission mechanism and pistons, for circulating said liquid between the piston cooling chambers and the jacket, serving to transfer heat from the pistons to the liquid; means for circulating said liquid within the jacket, serving to transfer heat from the cylinders to the liquid, and from the liquid tothe partition means; and means for utilizing the energy of the burnt working'fluid for inducing fresh working uid into the cylinders, comprising a joint outlet housing connected with '.l'he.lubricating` coolant in the jacket, also opsaid converging outlets, and an outlet inductor associated with the outlet housing. and converging outlets shaped to join the burnt working iiuid with the engine cooling air in numerous thin ilatwise alternating streams, and a joint inlet housing connected with converging inlets, and an inlet inductor associated with the inlet housing, and converging inlets shaped to separate the incoming cooling air and working iluid from each other in numerous thin ilatwise alternating streams.

2. In an internal combustion engine of the class wherein a cylinder block comprises laterally extending cylinders arranged about a rotatable power shaft, provided with ports adapted to be uncovered by oppositely reciprocable pistons, and inlet and outlet working iluid conduits are connected with said ports for conducting working fluid into andout of the cylinders: the combination with said cylinderblock of means for cooling and charging the cylinders, said means comprising partition means forming on one side a Jacket containing a fluid for cooling the cylinders, and provided on the other side with cooling elements, and` closure means forming cooling air conduits having inlets and-outlets arranged to converge with said inlet and outlet working fluid conduits respectively, and to form therewith an inlet juncture and a joint inlet housing, and also to form an outlet juncture and a Joint outlet housing, a stream forming inlet inductor within the inlet housing, and a stream forming outlet inductor within the outlet housing, each inductor being arranged to extend from a corresponding juncture, and shaped to form an undulating partition Iproviding a series of narrow ilatwise adjacent and edgewise'expanding ducts communicating edgewise and in altemating relation with said cooling Vair and working fl'uid conduiits, and extending edgewise substantially across the interior of said housing whereby the working fluid an'd cooling air in the housings are formed into a series of thin ilatwise alternating streams, and the ilow of working fluid from the outlet conduit causes cooling air to be drawn into the joint inlet housing, and thereby to induce a flow of working iluidunder pressure into the inlet conduit.

3. In an internal combustion engine having an inlet conduit and an outlet conduit for con ducting working fluid into and out of the engine, and having a cooling air conduit in heat conducting relation with the engine provided with an inlet and an outlet for conducting the engine cooling air into and out of the cooling air conduit: the combination with said conduits of means for coupling the cooling air with the working fluid, comprising a joint inlet housing connected with the inlets of said conduits, and provided with an inlet stream forming inductor, and a joint outlet housing connected with the out.- lets of said conduits and also-provided with a stream forming inductor, each inductor being shaped to form the working iluid and the cooling air into a series of thin flatwise adjacent and alternating streams whereby the ilow of working iluid from the outlet conduit causes cooling air Lto be drawn into the joint inlet housing, and

thereby to induce a (dow of working iluid under pressure into the inlet conduit.

4. In` an internal combustion engine of the class wherein an engine .body is provided with laterally extending cylinders having inlet and outlet working fluid conduits; and oppositely facing reciprocable pistons in said cylinders are connected with a rotatable power shaft, and an outer portion of the engine body provides a partition and forms a jacket containing aliquid coolant for said cylinders: the combination with said engine body of a plurality of laterally extending but circumferentially skewed cooling elements, and cooling air conduits associated with the outer surface of said partition for conducting the engine cooling air, having inlets and outlets arranged to converge with inlets and outlets of the working fluid conduits belonging to angularly displaced cylinders, whereby the burnt working iluid from one cylinder is associated with one end of a cooling air conduit, and the fresh working fluid flowing into an angularly displaced cylinder is associated with the other end of 'such cooling air conduit.

5. In an internal combustion engine of the class wherein a transmission mechanism opera tively connects a rotatable power shaft with laterally reciprocable pistons arranged about the axis of said shaft: the combination with said pistons of a cylinder block provided with inclined cylinders for said pistons, forming diverging and converging ends and radial cooling passages between cylinders, an annular portion associated with the converging ends of the cylinders shaped to form laterally extending inner and outer walls, and between walls to form laterally extending Working fluid ducts for said cylinders, having openings arranged radially between the converging and diverging cylinder ends, a partition associated with said outer wall forming on its inner side a jacket containing a liquid for cooling said cylinders, and provided on its outer side with closely spaced laterally extending cooling elements adapted to be cooled by a stream of cooling air, and to transfer heat from the partition to the cooling air, and an inwardly extending open centered `Web associated with said cylinders positioned to axially divide said radial passages and spaced from said partition to form lateral passages; and a rotatable impeller connected with said shaft and arranged on one side of the web within the jacket in substantially` uniform proximity to the cylinders, adapted to circulate the liquid past the cylinders, and partition for the transfer of heat therebetween.

6. In an internal combustion engine wherein an engine body is provided with a crank chamber, a plurality of cylinders and a jacket adapted to contain a liquid for cooling said cylinders, reciprocable pistons in the cylinders are provided with cooling chambers, and a rotatable shaft is arranged within the crank chamber and is connected with said pistons: the combination of a liquid Within said jacket adapted to serve as a lubricant and as a coolant; means associated with said shaft, pistons and engine body for circulating raid liquid between the piston cooling chambers and said jacket, serving to lubricate the pistons and to transfer heat from the pistons to the liquid; and means for circulating said liquid within the jacket, serving to transfer heat from the cylinders to said liquid, including a rotatable impeller arranged within thejacket.

'7. In aninternal combustion engine wherein a cylinder block is provided with laterally extending cylinders arranged about the axis of a rotatable power shaft spaced one from another to form radial cooling passages between cylinders, an outer partition forming a jacket, and a liquid within the jacket for cooling the cylinders: the combination with said cylinder block of an inwardly extending open centered web associated with the exterior of said cylinders, positioned to axially divide said radial cooling passages, and spaced from said outer, partition to form lateral passages; and a rotatable impeller connected with said shaft and arranged on one side of the web within the jacket, in substantially uniform proximity to the cylinders, for circulating the liquid around the web through said radial and v lateral passages.

8. In an internal combustion engine wherein a pluralitypf cylinders form a cylinder block, and are provided with a jacket containing a liquid for cooling said cylinders: the combination with said cylinder block and liquid of a rotatable impeller arranged within the jacket, in substantially uniform proximity to all the cylinders for agitating the liquid within the jacket.

9. In an internal combustion engine of the class wherein a rotatable power shaft is associated with a bracket, and is connected with laterally reciprocable pistons arranged about its axis: the combination with said bracket, pistons and power shaft of a cylinder block comprising inclined cylinders for said pistons, arranged to form diverging and converging ends, an annular portion formed integral with the converging ends of the cylinders, and shaped to provide an inner wall secured to said bracket and to provide an outer wall, and between said walls to provide working fluid ducts extending from the inclined portion of the cylinders, and having openings working uid ducts extending from the inclined' portion of the cylinders, and having openings ar ranged radially between the converging and di- .,verging cylinder ends, said cylinder block and bracket forming an engine body; and an annular heat transfer unit comprising partition means in liquid tight association with, but formed separately from the engine body providing on its innerly side a jacket adapted to contain a liquid( coolant for said cylinders, and on its outerly side provided with separately formed heat conducting elements, and a laterally extending cooling conduit serving to conduct engine cooling air past -v saidl elements, for the transfer of heat from said partition'means to the cooling air.

12. In an internal combustion engine of the class wherein a transmission mechanism connects a rotatable power shaft with laterally reciprocable pistons arranged about the axis of said shaft: the combination with said pistons of a cylinder block provided with cylinders for said pistons, an annular portion formed integral with one end of the cylinders, and aseparately 'formed annular partition in liquid tight association with arranged radially substantially between the converging and diverging cylinder ends, and a partition associated with said outer wall forming a 'jacket adapted to contain a liquid coolant for said cylinders. i

10. In an internal combustion engine of vthe class wherein a transmission mechanism connects a rotatable power shaft with laterally reciprocable pistons arranged about the axis of said shaft: the combination with said power shaft and pistons of an engine body provided with inclined cylinders for said pistons, forming diverging and converging ends, an annular por-y tion integrally associated on one side with the converging ends of the cylinders, and shaped to form laterally extending working fluid ducts for said cylinders, having openings arranged radially between the converging and diverging cylinder ends, and a bracket separably associated with the other side of said annular portion, forming on its inner sidea chamber for said transmission mechanism, and forming on its outer side a working fluid chamber communicating with said working uid ducts.

11. In an internal combustion engine of the.

class whereinu?.V rotatable power shaft is associated withA a bracket, and is connected with laterally reciprocable pistons arranged about its axis: the combination with said bracket, pistons and power shaft, of a cylinder block comprising inclined cylinders for said' pistons arranged to said annular portion, forming a jacket for said cylinders adapted to contain a liquid.

13. In an internal combustion engine of the class wherein a transmission mechanism operatively connects a rotatable power shaft with laterally reciprocable pistons arranged about the axis of the shaft: the combination with said pistons of a cylinder block providing inclined cylinders for said pistons having diverging and con- ,side aI jacket containing a liquid for transferring heat from said cylinders to the partition means and provided on its cuter side with laterally extending ,cooling elements and closure means v forming cooling air ,conduits disposed about the outer periphery of the partition means adapted to conduct a. streamer cooling air and to transfer heat from the partition means to the cooling air, said cooling air conduits being arranged to converge with said workingfluid conduits and toJ form therewith a juncture and a joint passage ALFONS H. NEULAND. 

